Synopsis On 22April 1995, the Canadian bulk carrier ALGOWEST was under way in the St.Lawrence River bound for Port-Cartier, Quebec, when one of the two main engines experienced a major mechanical failure. The vessel continued on, propelled by only one engine, to Sorel, Quebec, where she stopped over to assess the damage and check the status of the main engines. There were no injuries or pollution as a result of this occurrence. Factual Information Particulars of the Vessel Name ALGOWEST Port of Registry - Sault Ste.Marie, Ontario Flag - Canadian Official Number - 372057 Type - Bulk carrier Gross Tonnage - 20,309 Length - 219.21m Draught Forward: 7.92m - Aft: 8.00m Built - 1982, Collingwood, Ontario Propulsion - Two six-cylinder MaK4SA diesel engines, type6M552AK, 3,750kW, driving a single controllable-pitch propeller Cargo - 28,325tonnes of wheat Owners - 3013286 Canada Inc. Sault Ste.Marie, Ontario On 22April 1995, the ALGOWEST was under way in the St.Lawrence River bound for Port-Cartier from Toledo, U.S.A. At about 0625(1), when the vessel was some three nautical miles north-east of Cap-Saint-Michel, the engine-room staff heard an abnormal noise. A check of the console in the control room revealed nothing unusual. The speed of both engines was at 70percent, corresponding to full speed ahead, and no visual or audible alarm was on. When the control room door was opened, however, the engine-room was found to be full of smoke. The engineer on watch immediately reported to the wheel-house that there was a fire in the engine-room. He then went to alert the chief engineer. As they were getting back to the engine-room, they met the assistant engineer who informed them that there was no fire, just some trouble on the port engine. The engine was disengaged and then shut down after the nature of the problem had been determined. The ALGOWEST continued on her way as far as Sorel on one engine. On arrival, both engines were inspected and the extent of the damage was assessed. Initial findings revealed that the No.4 piston had seized up and damaged the bottom part of the cylinder liner. The damaged parts fell onto the crankshaft and were ejected with sufficient force that they passed through three crankcase doors. Superficial damage was found on the crankcase near the Nos.3 and 5 cylinders. A more detailed inspection showed that two of the nuts of the No.6 main bearing cap were not tight enough, thereby reducing the amount of oil lubricating the No.4 piston crown. The piston crown is lubricated via a piping system running inside the crankshaft and the connecting rod from the No.6 main bearing. It had been noticed since the beginning of the season that the pressure of the lubricating oil on the port engine stayed at a lower level than usual, but the cause could not be determined, and it was decided to wait for a stay in port to carry out a more thorough inspection. During the preceding winter, maintenance work had been carried out on both engines by the ship's crew. The chief engineer and the engineer on watch at the time of this occurrence were not involved in performing this winter work. Tests performed after the repairs were completed on the port engine revealed that the protection system, which is supposed to stop the engine in the event of low lubricating oil pressure, was not working. It was also found that the hydraulic jack used to bolt the nuts needed to be replaced because it was in bad condition.